Car construction.



I. IVI.'WAUGH.

CAI; CONSTRUCTION. APPLICATION FILED UG. 10I I9I4.

Patented June 6, 1916.

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Patented June 6, 191.6;

I CAR CONSTRUCTION.

APPLICATION FILED AUG. IO, 19.I4.

I {SHEETS-SHEET 2.

IIJII a F I I 1. M. WAUGH.

1 CAR coNsTRucTloN.

- APPLICATIN HLED AUG. 10, 1914. 1,186,461.- n Patented June 6,1916.

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ff if 25 f VEST 1 JM/f@ @Zfgu f/l M a Yy JAMES MILTON WAUGI-I, vOF CHICAGO, ILLINOIS.` i

CAE CONSTRUCTION.

Specification of Letters Patent.A Patented June 6 1916.

Application led August 10, 1914. Serial No. 856,005.

To allywhom it may concern;

Be it lnown that I, JAMES MILTON IVAUGH, a citizen of the United States, and a resident of the city of Chicago, in the county of VCook and State of Illinois, have invented certain new and useful Improvements in Car Construction, and I .do hereby declare that the following is a full, clear, and exact descriptionrof t e same, reference being had to the accompanying drawings, and to the numerals', of reference Vmarked thereon, which form a part of this specification.

This invention relates to 'an improved type of vcar construction adaptable to all kinds of cars, both passenger and freight.

Although the usual draft andv buiiing gears mounted on the'car underframes serve to obviate to a great extent the otherwise disastrous effects of the lesser buffing stresses, still this protection is mainly useful in protecting the underframe. In loaded cars there is a tendency to rack and injure the car body, due to the inertia of the contents of the car exerted upon'the walls of the car, and also due to the inertia of the -car body itself. The stresses so produced in heavy buiiing are sometimes so extreme as to cause the car body to tear loose, or partly tear loose, from the underframing. The

general tendency in recent years has been to build stronger and much' heavier bodies and' underframes. in an attempt to withstand these inertia stresses, thus' aggravating the diiiiculty rather than obviating the same.

In the present invention the car body is yieldably mounted upon the under frame and the connections therebetween are effected through the medium of a number of bufng riggings disposed upon the under frame and the body at the ends and inter.- mediate thev ends of the car b'ody and engaged suitablyn with the car body so that shock transmitted to the car body from the underframe is evenlydistributed to, and is absorbed by said buffing or shock absorbing gears.

It is an object of this invention to provide a car construction wherein a car body is yieldably mounted upon its ,underframe with a series of coacting buiing or shock absorbing-devices disposed upon the car body and underframe to absorb the stresses tending to produce a relative movement therebetween.

Itis also an object of this invention to construct a car provided with a'car body movably mounted upon the underframe having the usual draftand `bufing gears and also equipped with independent shock absorbing gears mounted on the frame andthe 1 car bodyA and extending across each endof they car, and also, if desired, with shock absorbing devices between the center sills of the underframe and intermediate the ends thereof, and-operatively connected withwthe car body to absorb stresses exertedv between the car body and the underframe.

o It is also an object-of this invention to construct a car wherein a plurality of shoclr absorbing mechanisms are mounted A'above the buffer blocks at each end of the car and coact with suitable abutments secured upon the car body, which is yieldably mounted upon the car frame, to absorb stresses exerted between the c ar body -v and vthe car frame.

It is furthermore an object of this invention to construct an improved form of boxV car in which the car body is provided with a suitable floor frame andis mounted upon and movable longitudinally of an underframe, connected in part through themedium of shock absorbing devices mounted on both frames to yieldingly resist movement of the car body relative the underframe. K

It is finally an object of this invention to provide an improved form of car construe.- tion acting to obviate the battering eifect of the contents of a car upon the car body byv mounting the car body movably and yieldably upon the underframe and providing means to yieldingly resist such movement. The invention (in `a preferred form) is illustrated inthe drawings and hereinafter more fully described. In the drawings: Figure 1 isa `conventional side elevation of `a box car vembodying the principles of my invention. Fig. 2 'is a.A

top plan view of the car with the body removed. Fig. 3 is an enlarged, fragmentary section taken on line 3 3l of Fig. 2, and with parts shown in elevation. Fig. 4 is an enlarged, fragmentary detail section taken.

on line hihi of Fig. 3. Fig. 5 is an enlarged, fragmentary detail section taken on line 5'-5 of Fig. 2. Fig. 6 is a fragmentary detail section taken on line 6-6 of Fig. 5. Fig. 7 is an enlarged, fragmentary detail section taken on line 7 7 of Fig. 5. Fig. 8 is a fragmentary detail section taken-on said frames being operativelyv tail section on line 11--11` of Fig. 10. Fig.

12 is an enlarged detail section on line 12-12 of Fig. 10.

As shown .in the drawings: The adaptation of my invention is not necessarily limited to any particular type of car construction, and accordingly for the purpose of de'- scription I have only illustrated such details sufficient to show only one construe-f -tion of a number of possiblevariations. A

pair of horizontal channel members 1 and 2, affording center sills of the underframe, are disposed parallel to and faced oppositely from one another back to back, as clearly shown in Fig. 5. The side sills'of'the underframe comprise inwardly facingchannel members 3 and 4, respectively, and may be connected in any suitable manner to said center sills 1 and 2, both at the endsand intermediate the ends of the underframing,

as usual' or as desired, but the detailsof' which are not entered into here.

The car body, in vthe present instance shown as a box car, is denoted as a whole by the reference numeral 5, and is provided with a bottom'frame, on which the fiooring 6, is secured, and which in the construction shown consists of angle bars 7, forming the car side sills, which faceinwardly and areA disposed on each side of the car and eX- n tending longitudinally thereof. The flanges of said bottom or car side .sills 7, rest slid#l ably on the side sills of the underframe and the webs of the same extend downwardly at the outer side of each of'said side sills and are approximately the same width -as said side vsills and. fit closely thereto. Car bottom center sills 12, as shown in Fig. 5, slidably rest on each of the center sills 1 and 2, of the underframe and are 'shown as downwardly facing channel bars, the outer downturned flange 12', of each of which engages over and extends below theoutwardly directed top flange of the corresponding center sill 1 or 2. rIfransverse bars 8 (any desired number-of which may be used) rigidly connect said car bottom, sidevand center sills and any desired number of transverse truss bars 9, are provided at the-ends of. the car and intermediate the ends ofthe car, which lit closely beneath the center sills 1 and 2 and side sills 4 of the underframe and' at their, ends are turned upwardly and rigidly secured to the outer facesof the respective car bottom side sills 7 softhat said car bottom frame may slide longitudinally of the underframe. j

A buffer block 10, isuprovided at each end of the underframe as usual, and mounted on and Secured to eachA end of the underframe and to. the car bottom frame above said buifer blocks are a series of transversely arranged shoclr absorption or bulling devices. In the construction illustrated in the drawings, said 4shock'absorption devices comprise a plurality of transversely arranged -gear casings 11, rigidly secured on eachend of Scasings, and alike number of abutment.'

heads 13, are rigidlyl secured on each end the car bottom frame toeXtend into said casings 11.- Said abutment heads may be sethe lunderframe and facing toward the car cured in any suitable maiiner'to the car bottom frame. As shown, ho-weventhe-end of each of the car bottom side sills7, and

the car bottom center sillsv12, is struck upwardly and lits over a horizontal ange portion 13, of abutment members 13,"and rivets -or bolts extending through said car lio tom sills 7 and'142, rigidly connect the same together. Said abutments are preferably constructed of cast steel and integrally constructed'as before described, with reference to the casing members,l and preferably` said member when so made, is recessed at the rear' side to fitto'thecar end, the bottom flange 13a,` extending therebeneath, and end car and l-se'cured thereto. Said abutment members interi/it with the respective casings upperside thereof, are rigidly secured bel l ianges 13b, extending along the side of they tween said respective center sills 1 and 2, at i points intermediate the ends'thereof, and slidably placed therein' vare groups of resilient friction -plates 17, such as before describedand similarly arranged, each of said groups having interposed therebetween spacing members-18, which permit curvature of the groups of plates lwhen the same are stressed. Also' rigidly secured to said respective center sills 1 and 2, are stops or rigid shoulders 19, which Contact the ends of the casing- 16, and project inwardly be` i yond thewalls thereof into a( position to hold follower blocks 20, within'iie casing,

with the inner curved walls thereofJ contacting the adjacent group of friction plates. y Angle iron guidesv 21, are rigidly secured on each of the side walls of the casing 16,

13oY i spective plates 17, and blocks 18 4and 20, to

holdV the same slidably within the casing and prevent displacement thereof. A pair' of downwardly' projecting abutment members 22, are rigidly secured on the under side of each of the car bottom center sills 12, in a position to engage against each of the respective follower blocks 20, so that when relative movement takes place between the car body and the underframe, one of the follower blocks 20, is moved inwardly, thus stressing the groups of plates against corresponding follower block at the opposite end the particular absorption gear, which is held from movement by its stops or shoulders 19.

'In the modified form of my invention illustrated in `Figs. 10, 11 and 12, I have' illustrated the casings of the absorption gear l formed integral with one another in four sections by the reference numeral 23, and have shownthe same attached on the front end of the car body 24, and instead of the usual traveling' follower blocks I have formed along one-piece stationary abutment 25, grooved to form abutments one for each section of the draft gear casing and rigidly bolted upon the end of the underframe above the. buffer block 26, of the car frame.

.The operation is as follows :i The normal position of the car body 5, upon the car underframe is that with-the body centralized or positioned equi-distantly between the respective ends of the underframe with the various groupsof plates inthe draft rigging both at the ends of the car and'inteimediate the ends thereof 'normally stressed to an extent to insure immediate action of the gear upon impact. In the event of a shock being transmitted to the'car, as in buiing or coupling, or even due to relative changes of speed, the inertia of the contents, which would otherwise tend to batter out the ends of the car, is yieldably absorbed in the various draft riggings which are disposed at i' various points in order to effect an even dislee tribution of the shock thereto.

The action of the individual shock absorb` inggea'rsu is well known, that is, the impact transmitted thereto causes a curvature of the plates stressing them out of their normal plane, the resistance being vastly augmented by the face friction of the plates against each other. The recoil is absorbed by the friction between the respective plates.

Inv the modified form of my invention illustrated in Figs. 10, 11 and 12, I have merely interchanged the end. absorption gearing members, securing th'e casing-upon the car body and the abutment heads which intert .therewith rigidly bolted upon the end of the underframe. It is obvious that the operation of this form is exactly similar to that already described, but under certain conditions of operation this type of my ini vention is better adapted for the use or particular purpose to which certain cars are put.

-It is obvious that the disposition of the various absorption gears may be varied through a wide extent, and in fact depends largely uponthe'particular construction of the cars to which the device is adapted. However, I do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claimas my invention:

1. A can -underframe embracing longitutudinally extendingcenter' sills, side sills rigidly secured thereto, a car body mov'ably mounted upon said center and side sills, angle irons secured to said car body engaging over the outer surfaces of the side sills, means extending beneath said side and center sills ofthe underframe and rigidly secured to the car body to retain the same on the underframe, and a plurality of shock absorbing means associatedwith said underframe adapted to absorb stresses between the K car body and said car underframe.

2.A In a device of the class described an underframeembracing side and center sills, a

car body inovably mounted thereon, means rigidly secured to th'e car body andextending beneath the side and center sills of the underframe to hold the ,car body thereon, and shock absorbing means connected on the underframe and body adapted to vabsorb vthe ends thereof beneath the car body, and

shock absorbing gears connected at the end of the under frame and co-actlng with said intermediate gears to absorb stresses between the car body and the underframe.

et. In `a device of the class described a cary underframe embracing center sills, buffer blocks .rigidly secured on the end thereof, shock absorbing means secured intermediate said center sills between the ends.of the car frame, bufiing gears attached to v.the car underframe and mounted above said buffer blocks, and a car body movably mounted upon said underframe, and connected with I said absorption means and bufling gears whereby movement of the car body on the car underframe is resisted.

5. In a device of the class described a carv underframe, a car body` frame movably.

mounted thereon, a car body supported. thereon, means secured on the bodyyframe and engaging around. and beneath the carunder frame to hold the body frame assol' c'iated with the under frame, and shock absorbing devices associated ywith said frames adapted to resist movement of the car body relative tlie'underframe. y

G. In a device of the class described a .car underframe, buffer blocks forming a part thereof, a plurality of buiiing gears connectedto said underframe and mounted' above the buffer blocks, a car body frame movably mounted upon the underfram'e, and

means associated with the car body frame adapted to co-act with the respective butlng gears to resist movement of the 'car body frame on the under frame.

7. In a device of the class described a car 'i underfranie, buffer blocks associated therewith, bufiing gears mounted above said buffer blocks on each end of the car frame, a car body` frame i mo'vably" mounted upon the under frame, mechanism associated lwith the body fra-me to coact with thebufing gears on the underfiame to resist movement of the body frame relative the underframe, and means rigidly secured to the car body frame and engaging beneath the car underframe to hold the tWo associated with 'one another.

8. In a device of the class described a cai.1`

body adjustably mounted onya car underframe, shock absorbing devices mounted transversely across the car body above the buffer blocks at each end of the cai' under-- frame to resist -movement of the car body `on said underframe,and-means secured to said car body and engaging transversely below said underframe to permit adjustment between said cai' body and underframe.

9. A device of the class described embracing a car underfyrame, a car body.

mounted thereon,v shock absorbing devices mounted betweeny said car body and car frame, and means securedto the car body and engaging transversely beneath the car underframe permitting adjustment of said `car body on said car underframe.

10. In a' device ofthe classv described a car underframe, a car body frame adjustably lmounted thereon, acar body supported on said body frame, single acting shock ab-. sorbing means connected at the ends of said frames,` and double acting shock absorbing means secured to said frames at points -inteimediate the en'ds thereof, said shock absorbing means adapted to resist movement between said frames.

l1. In a device of the class described a car underframe, a car body` frame movably mounted thereon, a car body supported thereon, means secured on the body frame and engagingaroundfand beneath the car underframe to hold the body frame associated with the underframe, and a plurality of groups of single'and double acting shock absorbing devices respectively secured to the ends and intermediate theends of said scribed my name in the presence of two subscribing Witnesses.

JAMiis MiLToN wanen.. Witnesses CHARLES YV. HILLS, Jr., Fiumi 'K.` HUDSON.

frames adapted to resist movement of the 

